Vane-type rotary engine

ABSTRACT

A plurality of operative chambers are defined by a rotor and its radially movable vanes within a substantially elliptical cylinder. A fluid compressed in the successive operative chambers is first introduced into a fluid storage chamber through a rotary valve and a pressure control valve and thence into a combustion chamber back through the said valves at suitable pressure and at the proper time. The gaseous products of combustion thus initiated in the combustion chamber and discharged through an exhaust port after expanding in the successive operative chambers may be further subjected to secondary combustion caused by another fuel injection means provided to a passageway extending from the exhaust ports into intake ports of a second vane-type rotary engine from which the various combustion means provided in the first engine are absent. The first engine may be supercharged by a blower constructed similarly to the second engine and driven by the first engine.

ilited States Patent [191 Kobayashi [4 1 Jan.1,19741 VANE-TYPE ROTARY ENGINE [75] Inventor: Akira Kobayashi, Nagoya, Japan [73] Assignee: Aisin Seiki Kabushiki Kaisha,

' Kariya-shi, Japan 22 Filed: Aug. 7, 1972 211 Appl. No.: 278,202

[30] Foreign Application Priority 5 Primary ExaminerCarlton R. Croyle Assistant Examiner-Michael Koczo, Jr. Attorney-Richard K. Stevens et al.

[57] ABSTRACT A plurality of operative chambers are defined by a rotor and its radially movable vanes within a substantially elliptical cylinder. A fluid compressed in the successive operative chambers is first introduced into a fluid storage chamber through a rotary valve and a pressure control valve and thence into a combustion chamber back through the said valves at suitable pressure and at the proper time. The gaseous products of combustion thus initiated in the combustion chamber and discharged through an exhaust port after expanding in the successive operative chambers may be further subjected to secondary combustion caused by another fuel injection means provided to a passageway extending from the exhaust ports into intake ports of a second vane-type rotary engine from which the various combustion means provided in the first engine are absent. The first engine may be supercharged by a blower constructed similarly to the second engine and driven by the first engine.

6 Claims, 14 Drawing Figures PATENTEDJM 1 I974 SHEET 10F 6 will PATENTEDJAH H974 3.778.110

sum 205 6 FlG.4

Amox 2L6 cm COMPRESSION n Amox fifi :H RATIO Amin L95 PATENTEDJAN 1 I974 3.778.110

sum nor 6 FIG.5

5 P3 56 P2 P1? F l kg/cm PRESSURE P 7 TEMPERATURE c 30- PRIMARY COMBUSTION I 1 a o l 4 O 2V 3V LVOLUME v 1 VANE-TYPE ROTARY ENGINE BACKGROUND OF THE INVENTION This invention relates generally to rotary engines, and in particular to some improvements in or relating to a vane-type rotary engine disclosed in my U. S. Pat. No. 3,614,277.

According to this prior rotary engine, the steps of suction, compression, expansion and exhaust are carried out substantially continuously with the rotation of the vanes slidably received in radial slots of a rotor revolving in an elliptical cylinder. In spite of its streamlined operation and mechanical simplicity, however, the compression ratio of the engine is unvariably determined by the maximum and minimum volumes of each of its working chambers. It is well known that if the compression ratio of any internal combustion engine is appropriately regulated, the engine will be greatly improved in its thermal efficiency and will operate satisfactorily with lower quality fuels.

SUMMARY OF THE INVENTION It is an object of this invention to provide an improved vane-type rotary engine the compression ratio of which is made regulatable by simple and inexpensive means.

Another object of the invention is to provide the above described vane'type engine, in combination with a second engine of similar construction except for the ab'sence of the various combustion means provided in the first mentioned engine, the first and second engines being combined in such a manner that the consumed combustion gases exhausted from the former is recombusted to drive the second engine.

A further object of the invention is to provide the above described vane-type rotary engine as combined with the second engine, further in combination with a blower constructed similarly to the second engine, the blower being driven by the first engine to supercharge the same.

According to the present invention, briefly stated, there is provided an engine comprising a cylinder defining a substantially elliptical space therein, a rotatable shaft extending through the cylinder, a rotor fixedly mounted on the rotatable shaft and having a plurality of radial guide slots formed therethrough, a plurality of vanes each slidably received in one of the radial guide slots and having its inner end connected to linkage means such that the outer end thereof is kept in pressure-tight sliding contact with the inner surface of the cylinder during rotation of the rotor, an intake port through which a fluid is successively introduced into a plurality of operative chambers defined by the cylinder, the rotor, and the vanes, a combustion chamber in direct communication with one of the operative chambers at a position substantially diametrically opposed to the intake port, the combustion chamber having fuel injection means and ignition means, a passageway for introducing into the combustion chamber the fluid which is successively compressed in the operative chambers by the rotation of the rotor, a fluid storage chamber adjacent the passageway having a capacity larger than the maximum capacity of each of the operative chambers, first valve means operated in synchronism with the rotation of the rotor for alternately communicating the fluid storage chamber with the inlet side and the outlet side of the passageway, second valve means provided for the first valve means for regulating the pressure of the compressed fluid admitted into the fluid storage chamber by varying the mements at which the same is communicated with the inlet side of the passageway, and an exhaust port through which the products of combustion in the combustion chamber are exhausted following expansion successively taking place in the operative chambers.

The novel features which are considered as characteristic of this invention are set forthin the appended claims. The invention itself, however, together with additional objects and advantages thereof, will be best understood from the following detailed description when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF DRAWINGS In the drawings:

FIG. 1 is a sectional view of a vane-type rotary engine constructed according to the present invention;

FIG. 2 is an enlarged sectional detail view of a cock shown in FIG. 1;

FIG. 3 is a graph explanatory of the flow of compressed fluid into a fluid storage chamber of FIG. 1 in relation with the angular positions of rotor vanes;

FIG. 4 is a view explanatory of the compression ratio of the vane-type rotary engine of FIG. 1;

FIG. 5 is a longitudinal sectional view of fuel injection means, together with a diagrammatic representation of associated piping for supplying fuel thereto;

FIGS. 6a to 6d diagrammatically illustrate a fuel selector valve and a fluid regulator valve by way of explanation of their operations at various engine loads;

FIG. 7 is a graph explanatory of the temperatures of primary and secondary combustions carried out according to this invention;

FIGS. 8a and 8b are schematic sectional and side views, respectively, of another embodiment of the invention; and

FIGS. 9a and 9b are also schematic sectional and side views, respectively, of a further embodiment of the invention.

DETAILED DESCRIPTION Referring now to the drawings, and in particular to FIG. 1 thereof, the inner surface 1 of a cylinder 2 defines a substantially cylindrical chamber, in which a rotor 3 of cylindrical shape is fixedly mounted on a drive shaft 4 extending axially therethrough and is further rotatably supported by the sideplates, not shown, of the cylinder. Four radial guide slots 5 are formed crosswise in the rotor 3 to slidably receive vanes 6 respectively. These vanes are of equal length, and each has a width equal to the axial length of the rotor 3 and a thickness corresponding to the width of each guide slot 5. The outer ends of the vanes are so formed as to make slidable but completely pressure-tight contact with the inner surface of the cylinder 2, whereas the inner ends thereof are pivotally connected by pins 7 to a quardrilateral linkage hereinafter described in greater detail.

The quadrilateral linkage within the rotor 3 comprises four links 8, 9, l0 and 11 of equal length pivotally connected with each other by the pins 7 as in the drawing. The oppositely positioned ones of these links are interconnected at their middle portions by two additional links 12, respectively, which are loosely mounted on the drive shaft 4. Rollers 13 are rotatably mounted on the respective pins 7 in slidable contact with the cam surface ofa cam 14 supported by the cylinder side-plates, the cam surface being contoured similarly to the inner surface of the cylinder 4.

With the rotation of the rotor 3, therefore, the quadrilateral linkage rotates with its shape variously regulated by the cam 14. The vanes 6 operatively connected to the apexes of this quadrilateral linkage are thus turned in close sliding contact with the inner surface of the cylinder 2 while maintaining four operative chambers S, C, B and E defined between the cylinder 2 and the rotor 3.

An intake port 20 is provided through the cylinder 2 so as to be successively in communication with the operative chambers. At a position substantially symmetrically opposed to the intake port 20 with respect to the major axis of the cylinder 2 there is formed an inlet 21 to a passageway 21 adapted for directing the compressed fluid from one of the operative chambers to a combustion chamber 40 through a passageway 26. The combustion chamber 40, at a position diametrically opposed to the intake port 20, is open to the operative chamber B in FIG. 1 to cause ignition and succeeding expansion of the fluid confined therein. This combustion chamber is equipped with fuel injection means 41 adapted for injection ofa fuel into the compressed fluid supplied from the passageway 26 and with ignition means 61 kept always in operation to ignite the gaseous mixture. Succeedingly expanding and thus turning the rotor 3, this gaseous mixture is discharged through an exhaust port 70 formed through the cylinder 2 at a position diametrically opposed to the passageway 21.

A fluid storage chamber 22 is provided outside of the cylinder 2 in communication with the passageway 21. A rotary valve 23 is positioned between the passageway 21 and the inlet to the fluid storage chamber 22 in order to regulate the flow of the fluid in a manner hereinafter referred to. A pressure control valve 24 is further provided at the same position in order to control the pressure of the fluid admitted into the fluid storage chamber 22. A cock 30 is provided in the passageway 26 in order to regulate the flow of the fluid therethrough.

The aforesaid fluid storage chamber 22 may be formed integrally with the cylinder 2 or by solidly attaching a separately prepared chamber casing to the cylinder. The capacity of this chamber must be larger than the maximum capacity of each of the four operative chambers. The rotary valve 23 includes a rotatable cylindrical body extending parallel to the axis of the cylinder 2 and is so positioned that the inlet to the fluid storage chamber 22 is substantially diametrically opposed to the passageways 21 and 26. The cylindrical valve body has a cross-shaped porting 25 such that the passageways 21 and 26 are alternately communicated with the fluid storage chamber 22.

The rotation of this rotary valve 23 takes place in synchronism with the rotor 3, through a gearing (not shown) associated with the output shaft 4, in such a manner that the passageway 21 is communicated with the fluid storage chamber 22 only while, toward the end of the compression period of the chamber at C, the adjacent vane turns through a predetermined angle. Succeedingly, the rotary valve 23 rotates to communicate the fluid storage chamber 22 with the chamber at B only while the adjacent vane turns through a predetermined angle at the start of its expansion or powerproducing period. Thus, the rotary vane operates to control the compressed fluid admitted into the fluid storage chamber 22 and to deliver the compressed fluid therefrom to the combustion chamber 40 in a wellregulated manner.

Reference is now directed to FIG. 4 in order to explain, by way of example only, the working volumes of the spaces within the chamber defined between the cylinder 2 and the rotor 3. It will be assumed that the cylinder 2 has a major interior diameter of 200 millimeters and a minor interior diameter of 160 millimeters, which is equal to the outer diameter of the rotor 3. If the axial length of the rotor is assumed to be millimeters, therefore, the maximum and minimum volumes confined in each chamber are 216 and 19.5 cubic centimeteres respectively. Hence, the regular compression ratio of this particular vane-type rotary engine has a value of 11.1.

This value of the compression ratio directly concerns the operation of the above described rotary valve 23, as hereinafter explained with reference to FIG. 3 which graphically demonstrates the flow of the compressed fluid into and out of the fluid storage chamber 22 as well as the corresponding variation in the volume of the operative chambers. The axis of abscissas represents the angle of rotation of the vanes, and the axis of ordinates represents volume of the operative chambers.

While a given vane 11 turns toward the end of the compression period through an angle of 10 from 35 to 25 before it reaches the dead center, the rotary valve 23 communicates the passageway 21 with the fluid storage chamber 22 to permit the flow of the compressed fluid into the latter. While the vane ll succeedingly turns through an angle of 50 from 5 to 55 after passing through the dead center, the rotary valve 23 communicates the fluid storage chamber 22 with the combustion chamber 40 to supply to the latter the compressed fluid which has been confined in the former.

The vane I, traveling immediately ahead of the vane II, is simultaneously being subjected to the expansive force of the combustion gases, produced as the compressed fluid is supplied to the combustion chamber 40 as aforesaid, while it turns through an angle of 25 from 95 to from the the dead center. When the vane I reaches the position of 120 from the dead center, the vane ll is positioned 30 away from the dead center, where it discommunicates the combustion chamber from the operative chamber working on the vane I, so that the vane 11 is now subjected to the expansion of the combustion gases through an angle of the succeeding 25. Although the compressed fluid is not supplied to the combustion chamber while the vane 1] turns through an angle of 40 from 55 to 95, combustion continues owing to the compressed fluid still remaining therein, exerting the expansive force on the vane II through the 40. Torque output is thus produced continuously. The variation in the volume of the operative chambers which corresponds to the above described rotation of the vanes is represented by the curve given in the graph.

The aforementioned pressure control valve 24 includes a hollow cylindrical body rotatably fitted over the rotary valve 23 and has ports 27, 28 and 29 therethrough which are arranged correspondingly to the passageway 21, the inlet of the fluid storage chamber 22 and the passageway 26. By turning this pressure control valve through a certain angle relative to the rotary valve 23 in the same direction therewith, or clockwise as viewed in FIG. I, the instants at which the compressed fluid is admitted into the fluid storage chamber 22 will be delayed. The fluid admitted into the chamber 22 in this case is compressed to a higher degree. By turning the pressure control valve 24 in the opposite direction, or counterclockwise in FIG. 1, the pressure of the compressed fluid admitted into the chamber 22 can be lowered. In this manner, it is possible to vary the compression ratio of this engine, which has the value of about 11 as above calculated, anywhere between the values of, say, 8 to 15.

Since it also becomes possible to vary the temperature of the compressed fluid introduced into the chamber 22, this temperature may be suitably regulated according to the inflammability of the fuel injected into the combustion chamber 40, thereby making possible the use of various fuels. Moreover, the ready or smooth start-up of the engine can be ensured whether it is unduly cooled in cold seasons of overheated after prolonged operation.

The compressed fluid admitted into the fluid storage chamber 22 as above described is succeedingly delivered into the combustion chamber 40 through the cock 30. As illustrated in detail in FIG. 2, this cock has a port 31 formed in a cylindrical body slidably received in a bore 32. The upper end of this bore 32 is closed with a cover 33 having a hole 34 through which the compressed fluid from the fluid storage chamber 22 is introduced to impart a downward pressure on the upper surface of the cock 30 against the upward pressure exerted thereto by a spring 36 supported by a member 35. Upon initiation of the rotation of the rotor 3 by a starting motor or the like, not shown, the fluid compression within the operative chamber at C in FIG. I immediately reaches the fluid storage chamber 22. As long as the pressure of this compressed fluid is not sufficiently high to depress the cock 30 against the spring 36, the fluid is prevented from flowing into the combustion chamber 40.

As the pressure of the compressed fluid within the chamber 22 gradually increases, the cock 30 is correspondingly depressed to increase the effective crosssectional area of its port 31 through which the fluid is admitted into the combustion chamber 40. The increase in the pressure of the compressed fluid within the chamber 22 is thus automatically kept in step with the degree of opening of the cock 30 until at last the compressed fluid within the chamber 22 has a pressure suitable for normal engine operation.

As will be apparent from the foregoing description, the compressed fluid from the successive operative chambers is introduced into the combustion chamber 40 in a well timed manner and at a suitable pressure through the bypass including the pressure control valve 24, the rotary valve 23, the fluid storage chamber 22 and the cock 30.

As illustrated in FIG. l and in greater detail in FIG. 5, the combustion chamber 40 is provided with the fuel injection means 41 including a fuel injection valve 43 extending through a jacket 42 of the cylinder 1. This valve has a large diameter bore 44 and a small diameter bore 45 therethrough. Slidably received in the large diameter bore 44 is an escape valve member 48 having a port 47 and a surface 46 in the shape of a truncated cone. A control rod 49 has one of its ends inserted into the port 47 of the escape valve member 48 into contact with a helical spring 50 mounted therein. The other end of the control rod projects out of the fuel injection valve 43 and is to be operated by an accelerator pedal 51. Another spring 52 is positioned between a flange 49 of the control rod 49 and the escape valve member 48. A chamber 53 is formed adjacent the inclined step between the large diameter bore 44 and the small diameter bore 45. A nozzle valve member 55 slidably received in the small diameter bore 45 is actuated by the pressure supplied to the chamber 53 in order to regulate the charge of fuel injected into the combustion chamber out of a nozzle tip 54.

In order to supply fuel to the fuel injection means 41 constructed substantially as hereinbefore described, a fuel tank T is communicated with the chamber 53 through a pipe P,, suction pump 55, pipe P governor pump 56, pipe P injection pump 57 and pipe P.,. For the release of the excess fuel from between the surface 46 of the escape valve member 48 and the inclined step of the fuel injection valve, a pin P having an escape nozzle 58 is connected to the pipe P A pipe P having a control cock 59 extends from the pipe P to a secondary combustion chamber hereinafter described. A pipe P communicates the pipe P with the large diame ter bore 44 and is itself communicated with the pipe P through a pipe P having a governor nozzle 60.

The fuel stored in the tank T is introduced into the chamber 53 of the fuel injection valve 43 through the pumps 55, 56 and 57 and thence into the combustion chamber 40, FIG. 1, through the small diameter bore 45, the nozzle valve member 55' and the nozzle tip 54. In this instance, the escape valve member 48 is urged leftwardly, as viewed in FIG. 5, by the force exerted thereto through the spring 52 due to the depression of the accelerator pedal 51 and by the governor pressure supplied through the pipe P Until an equilibrium is obtained between the total leftward pressure applied to the escape valve member 48 and the pressure of the fuel within the chamber 53, the excess fuel supplied through the pipe P returns to the pipe P through the pipe P A metered charge of fuel is thus sprayed into the combustion chamber 40.

The combustion chamber 40 is further provided with ignition means 61 comprising an ignition plug 62 supported by the cylinder jacket 42, a fuel supply port 63 and a compressed fluid supply port 63'. Supplied with fuel such as a liquefied petroleum gas or gasoline through the port 63 and with air through the port 63' the ignition plug 62 accomplishes naked flame ignition in the combustion chamber 40. This ignition by a bare flame ensures ready starting of this rotary engine. The bare flame is produced, although to a less intensified degree, throughout the ensuing engine operation, thereby facilitating combustion within the chamber 40 and, especially during no-load engine operation, preventing the undue drop of the chamber temperature.

The gaseous products of combustion thus caused in the chamber 40 exert pressure on the vane 6 preceding the operative chamber at B, imparting torque or turning force to the rotor 3, and are exhausted through the port 70. In order to effect secondary combustion in the passageway extending from the exhaust port 70, another fuel injection means 71 is provided as illustrated in FIG. 1. A fuel injection valve 72 making up this fuel injection means 71 includes a first fuel inlet 73 in communication with the pipe P FIG. 5, through the pipe P a fluid inlet 74 in communication with the fluid storage chamber 22 through a pipe P and a second fuel inlet 75 through which is introduced a fuel such as LPG or gasoline.

The fuel injection valve 72 further includes a bore 76 in which is accommodated a cylinder 77 having a passageway extending therethrough into communication with a fuel selector valve 78 adapted for selective use of the fuel supplied through the first fuel inlet 73 and that through the second fuel inlet 75. A fluid regulator valve 79 is provided in communication with a passageway extending between the periphery of the cylinder 77 and the bore 76, the fluid regulator valve being adapted for regulation of the inflow of the compressed fluid through the fluid inlet 74. The fuel selector valve 78 and the fluid regulator valve 79 are provided with intermeshing gears 80 and 81, respectively, and one of these gears is associated with the accelerator pedal to be actuated thereby.

A dual expansion system illustrated in FIG. 8a is employed to make use of this secondary combustion in the exhaust passageway of the above described vane-type rotary engine. As illustrated, a high pressure engine E or the first vane-type rotary engine of FIG. 1, has its exhaust port 70 directly communicated with the operative chambers ofa low pressure engine E or a second vane-type rotary engine of similar construction. In this embodiment of the invention these two engine E and E are dimensioned identically in consideration of requirements in manufacture. The gaseous products of the secondary combustion effected by the second mentioned fuel injection means 71 are simultaneously introduced into two oppositely positioned expansion chambers E and E of the low pressure engine E through the exhaust passageway of the high pressure engine E and a passageway 70' branching therefrom. As illustrated in FIG. 8a, gears 80 and 80 are fixedly mounted on the output shafts 4 and 4' of these engines and are meshed with another gear 82 mounted on a common output shaft 81 of the overall engine system.

By this system of dual expansion, the fluid introduced into the high pressure engine E is expanded by the two engines until its volume substantially triples. The effective work yielded from the output shaft 81 is twice that of each of the engines. The thermal efficiency of this engine system is remarkably enhanced, up to 50 percent, for example, as compared with 30 percent attained by conventional engines of similar class. Moreover, due to the extremely lowered pressure of the combustion gases at the end of the expansion, the noise accompying their exhaustion is minimized.

The secondary combustion of the exhaust gases of the high pressure engine E is effected by the second fuel injection means 71 as hereinbelow described with reference to FIG. 6. For operation at high load, the fuel selector valve 78 and the fuel regulator valve 79 are positioned as in FIG. 6a to prevent secondary combustion in the exhaust passageway of the high pressure engine E The primary combustion in this high pressure engine is then carried out to the maximum extent, causing the same to do the maximum possible effective work.

During operation at medium load, the valves 78 and 79 are positioned as in FIG. 6b, causing the fuel to make two successive combustions. As graphically represented in FIG. 7, the maximum temperatures of these combustions are T and T respectively, which are considerably lower then the maximum temperature T attained in case of the primary combustion only. The

production of the poisonous NO which tends to be produced by combustion at high temperatures, is thus greatly reduced.

Although the supply of the fuel into the high pressure engine during operation at low load may be reduced by controlled depression of the accelerator pedal, the correspondingly decreased heat of the resulting combustion may eventually give rise to incomplete combustion. To avoid this, the fuel selector valve 78 and the fluid regulator valve 79 are positioned as in FIG. 6c to cause the second injection means 71 to produce a mixture of the compressed fluid and a fresh supply of LPG or gaseline. The resulting afterburning of the exhaust gases of the high pressure engine completes their combustion.

The accelerator pedal is not depressed during noload operation or during so-called engine braking. However, the valves 78 and 79 are both partly opened as in FIG. 6d so that the exhaust gases of the high pressure engine may undergo the process of afterburning to some extent. The resulting complete combustion leads to quick production of high torque output at the start of the ensuring operation under load.

FIG. 9a and b illustrates a further embodiment of this invention, in which a blower F is additionally provided for the engine system of FIG. 8. The blower F, constructed similarly to the low pressure engine E of FIG. 8a, has its output shaft 4" connected to the shaft of the hhigh pressure engine E through a coupling to be driven thereby. Fresh air is introduced into the blower through its intake ports 91 and 92, and the compressed air is supplied to the intake port of the high pressure engine E through pipes 93 and 94. By thus doubling the volume of air supplied to the high pressure engine, the torque output of the engine system of FIG. 8 can also be substantially doubled. Since the compression ratio is also doubled, the thermal efficiency of this engine system is further improved, making possible the use of the various fuels.

Although the present invention has been shown and described hereinbefore in terms of several preferred embodiments thereof, it is understood that the invention itself is not limited thereto but is subject to many modifications, substitutions and change without departing from the spirit and scope of the invention.

For example, it will readily occur to those in the art to replace the rotary valve 23 of FIG. 1 by a slide valve operated in accordance with the rotation of the rotor 3 by a cam and crank mechanism or the like. An electromagnetic valve or other type of valve may also be used in place of the gear-driven rotary valve. The rotary valve, or its substitute, may be synchronized with the rotor 3 either by gearing, as suggested above, by a chain and sprocket-wheel mechanism, or by a motor provided exclusively for this purpose.

Althoguh the two engine units in the example shown in FIG. 8 are assumed to be of the same capacity, engines of different sizes may be similarly combined together. Further, these engines may be interconnected coaxially to combine their torque outputs more efficiently and to eliminate the noise of the intermeshed gears.

I claim:

1. An engine comprising a cylinder defining a substantially elliptical space therein, a rotatable shaft extending through said cylinder, a rotor fixedly mounted on said rotatable shaft and having a plurality of radial 9 guide slots formed therethrough, a plurality of vanes each slidably received in each of said radial guide slots and having their inner ends connected to linkage means such that the outer ends thereof are kept in pressuretight sliding contact with the inner surface of said cylinder during rotation of said rotor, an intake port through which a fluid is successively introduced into a plurality of operative chambers defined by said cylinder and said rotor and said vanes, a combustion chamber in direct communication with one of said operative chambers at a position substantially diametrically opposed to said intake port, said combustion chamber having fuel injection means and ignition means, a passageway for introducing into said combustion chamber the fluid which is successively compressed in said operative chambers by the rotation of said rotor, a fluid storage chamber adjacent said passageway having a capacity larger than the maximum capacity of each of said operative chambers, first valve means operated in synchronism with the rotation of said rotor for alternatively communicting said fluid storage chamber with the inlet side and the outlet side of said passageway, second valve means provided for said first valve means for regulating the pressure of the compressed fluid admitted into said fluid storage chamber by varying the instants at which the same is communicated with the inlet side of said passageway, and an exhaust port through which the products of combustion effected in said combustion chamber are exhausted following expansion successively taking place in said operative chambers.

2. The engine according to claim 1, further comprising third valve means positioned in said outlet side of said passageway for regulating the flow of the compressed fluid from said fluid storage chamber to said combustion chamber according to the pressure of the compressed fluid stored in the former.

3. The engine according to claim 1, in combination with a second engine of similar construction from which the various combustion means of the first recited engine are absent, said first and said second engine having their rotatable shafts operatively interconnected to provide the sum of their respective torque outputs, said second engine having an intake port in communication with said exhaust port of said first engine through a passageway having second fuel injection means adapted to cuase secondary combustion of the exhaust gases of the first engine in a manner controlled according to the load applied to the combination of said first and second engine.

4. The combination according to claim 3, in which said second fuel injection means comprises a fuel selector valve for selecting between the fuel supplied from said fuel injection means of said first engine and another fuel supplied directly to said second fuel injection means, and a fuel regulator valve for regulating the flow of the compressed fluid supplied from said fluid storage chamber of said first engine, said fuel selector valve and said fluid regulator valve being operated interrelatedly according to the load applied to the combination of said first and said second engine.

5. The combination according to claim 3, in which said second engine has a second intake port at a position substantially diametrically opposed to the first recited intake port thereof, said second intake port being also supplied with the products of said secondary combustion.

6. The combustion according to claim 5, including a blower driven by said first engine for supercharging the same, said blower being constructed similarly to said second engine. 

1. An engine comprising a cylinder defining a substantially elliptical space therein, a rotatable shaft extending through said cylinder, a rotor fixedly mounted on said rotatable shaft and having a plurality of radial guide slots formed therethrough, a plurality of vanes each slidably received in each of said radial guide slots and having their inner ends connected to linkage means such that the outer ends thereof are kept in pressure-tight sliding contact with the inner surface of said cylinder during rotation of said rotor, an intake port through which a fluid is successively introduced into a plurality of operative chambers defined by said cylinder and said rotor and said vanes, a combustion chamber in direct communication with one of said operative chambers at a position substantially diametrically opposed to said intake port, said combustion chamber having fuel injection means and ignition means, a passageway for introducing into said combustion chamber the fluid which is successively compressed in said operative chambers by the rotation of said rotor, a fluid storage chamber adjacent said passageway having a capacity larger than the maximum capacity of each of said operative chambers, first valve means operated in synchronism with the rotation of said rotor for alternatively communicting said fluid storage chamber with the inlet side and the outlet side of said passageway, second valve means provided for said first valve means for regulating the pressure of the compressed fluid admitted into said fluid storage chamber by varying the instants at which the same is communicated with the inlet side of said passageway, and an exhaust port through which the products of combustion effected in said combustion chamber are exhausted following expansion successively taking place in said operative chambers.
 2. The engine according to claim 1, further comprising third valve means positioned in said outlet side of said passageway for regulating the flow of the compressed fluid from said fluid storage chamber to said combustion chamber according to the pressure of the compressed fluid stored in the former.
 3. The engine according to claim 1, in combination with a second engine of similar construction from which the various combustion means of the first recited engine are absent, said first and said second engine having their rotatable shafts operatively interconnected to provide the sum of their respective torque outputs, said second engine having an intake port in communication with said exhaust port of said first engine through a passageway having second fuel injection means adaPted to cause secondary combustion of the exhaust gases of the first engine in a manner controlled according to the load applied to the combination of said first and second engine.
 4. The combination according to claim 3, in which said second fuel injection means comprises a fuel selector valve for selecting between the fuel supplied from said fuel injection means of said first engine and another fuel supplied directly to said second fuel injection means, and a fuel regulator valve for regulating the flow of the compressed fluid supplied from said fluid storage chamber of said first engine, said fuel selector valve and said fluid regulator valve being operated interrelatedly according to the load applied to the combination of said first and said second engine.
 5. The combination according to claim 3, in which said second engine has a second intake port at a position substantially diametrically opposed to the first recited intake port thereof, said second intake port being also supplied with the products of said secondary combustion.
 6. The combustion according to claim 5, including a blower driven by said first engine for supercharging the same, said blower being constructed similarly to said second engine. 